Retrofittable trim system for fuel-air optimization in cannular gas turbine combustors

ABSTRACT

A trim system reduces NO x  output from a cannular gas turbine by trimming fuel flow rates to equalize the fuel-air ratio in each combustor can. The system includes a main valve fluidly connected to the fuel inlet of each can and a trim valve fluidly connected to each fuel inlet in parallel with the main valve. Each trim valve has a flow resistance which is about 30-100 times greater than the flow resistance of each main valve. A controller is provided for controlling the opening of the trim valves in response to the level of NO x  emitted from the gas turbine. The controller receives a signal corresponding to the NO x  emissions from a NO x  sensor and outputs suitable control signals to the trim valves. In one preferred control scheme, the controller sequentially perturbs the fuel flow rate to each can and monitors the resulting changes in NO x  emissions. The controller establishes influence coefficients for each combustor can which are defined as the ratio of the change in NO x  output to the change in fuel flow rate to that can. Baseline fuel flow adjustments are then made in the direction of negative influence coefficients. This is continued until NO x  emissions are minimized.

BACKGROUND OF THE INVENTION

This invention relates generally to fuel-air optimization in cannulargas turbine combustors and more particularly concerns a system forcontinual on-line trimming of the fuel flow rate to each can of acannular combustor.

FIG. 1A shows a conventional gas turbine apparatus which includes acompressor 2, a combustor 3 and a turbine 4. Fuel is mixed withcompressed air from the compressor 2 and burned in the combustor 3. Theresulting flow of combustion products out of the combustor 3 drives theturbine 4 which in turn drives a generator 5 as well as the compressor2. The exhaust from the turbine 4 is eventually released to theatmosphere. One type of combustor commonly used today is the so-calledcannular combustor which comprises a plurality of separate cans, whereineach can is connected to the compressor 2 and the fuel supply andoutputs to the turbine 4.

FIG. 1B schematically shows a single can 10 of a conventional cannularcombustor. The can 10 defines a tubular combustion chamber 11 to which afuel-air mixture from a premixer 12 is injected. Air at compressordischarge conditions enters the premixer 12 via an air line 13 and fuelenters via a fuel line 14. A main valve 15 is disposed in the fuel line14 to throttle the flow of fuel into the premixer 12. Alternatively, thefuel and air may be directly injected into the combustion chamber 11without premixing. This results in near-stoichiometric, high temperaturecombustion which leads to copious production of NO and NO₂ which aregenerally referred to as NO_(x). Premixing the fuel and air prior tocombustion results in lean premixed combustion which produces lowerflame temperatures and thus lower NO_(x) emissions.

Reducing emissions of harmful gases such as NO_(x) into the atmosphereis of prime concern. Gas turbine-based power plants burning natural gasoffer a means for dramatically reducing these emissions. Naturalgas-fired gas turbines produce no measurable particulates or SO_(x) and,if the combustion process is properly controlled, very little NO_(x) orCO. NO_(x) emissions are very sensitive to fuel-air ratio, increasingexponentially with respect to the fuel-air ratio. Because of thenon-linear increase, total NO_(x) emissions for a prescribed amount oftotal fuel can be minimized when the fuel-air ratio is the same in allcans of a cannular combustor. However, uniformity of air flow to eachcan cannot be controlled to better than 3-4% and the can-to-canvariation is not known in real time. These uncontrollable can-to-canvariations in air flow mean that unless individual can fuel inputs canbe accurately controlled, the fuel-air ratios between cans will not beuniform and excess NO_(x) will be produced.

Accordingly, there is a need for real time, on-line trimming of the fuelflow to each can of a cannular combustor in accordance with minimizingtotal NO_(x) emissions. There is an additional need for a trim system tocarry out the real time, on-line trimming which is retrofittable toexisting cannular gas turbines. The trim system must be such that itsfailure will not affect the baseline operation of the gas turbineapparatus.

SUMMARY OF THE INVENTION

The above-mentioned needs are met by the present invention whichprovides a low NO_(x) cannular gas turbine apparatus including a turbineand a compressor driven by the turbine and a NO_(x) sensor positioned tosense the level of NO_(x) emitted from the turbine. The gas turbineapparatus further includes a cannular combustor which comprises aplurality of combustor cans connected to receive compressed air from thecompressor and to exhaust combustion products to the turbine. Each cancomprises a fuel inlet, a first valve fluidly connected to the fuelinlet, and a second valve fluidly connected to the fuel inlet inparallel with the first valve. The second valve has a flow resistancewhich is about 30-100 times greater than the flow resistance of thefirst valve.

A controller is provided for controlling the opening of the secondvalves in response to the level of NO_(x) emitted from the turbine. Thecontroller receives a signal from the NO_(x) sensor which corresponds tothe NO_(x) emissions and outputs suitable control signals to the secondvalves. In one preferred control scheme, the controller sequentiallyperturbs the baseline fuel flow rate to each of the cans and measuresthe resulting change in NO_(x) emissions for each perturbation. Thecontroller determines an influence coefficient for each combustor canwhich is defined as the ratio of the change in NO_(x) emissions to thechange in fuel flow rate to that can. The controller then makes baselineadjustments to the fuel flow rates in the direction of negativeinfluence coefficients. This process of sequentially perturbing baselinefuel flow rates and making baseline adjustments in the direction ofnegative influence coefficients is continued until NO_(x) emissions areminimized.

Other objects and advantages of the present invention will becomeapparent upon reading the following detailed description and theappended claims with reference to the accompanying drawings.

DESCRIPTION OF THE DRAWINGS

The subject matter which is regarded as the invention is particularlypointed out and distinctly claimed in the concluding part of thespecification. The invention, however, may be best understood byreference to the following description taken in conjunction with theaccompanying drawing figures in which:

FIG. 1A is a schematic representation of a conventional gas turbineapparatus;

FIG. 1B is a schematic representation of a single can from aconventional cannular gas turbine combustor;

FIG. 2 is a schematic representation of a single can from the cannulargas turbine combustor of the present invention; and

FIG. 3 is a schematic representation of the cannular gas turbinecombustor of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

Referring to the drawings wherein identical reference numerals denotethe same elements throughout the various views, FIG. 2 shows a singlecan 20 from the cannular gas turbine combustor of the present invention.The can 20 defines a tubular combustion chamber 21 to which a fuel-airmixture from a premixer 22 is injected. Air at compressor dischargeconditions enters the premixer 22 via an air line 23 and fuel enters viaa fuel line 24. A main valve 25 is disposed in the fuel line 24 tothrottle the flow of fuel into the premixer 22. While FIG. 2 shows thefuel and air being premixed in the premixer 22, it should be noted thatthe present invention is applicable to both nonpremixed and premixedcombustion.

Generally, a single valve cannot provide the fine adjustments to fuelflow necessary to equalize the can-to-can fuel-air ratios due to itsmechanical limitations. That is, it is nearly impossible to accuratelydisplace the valve stem of a valve the minute distances required toaffect a small 1-3% change in the flow rate through the valve whileensuring fail-safe operation. The present invention provides bettercontrol over fuel flow than conventional systems through the provisionof a trim valve 26. The trim valve 26 is disposed in the fuel line 24 inparallel with the main valve 25 and has resistance to flow which is muchhigher than that of the main valve 25. The total flow resistance ρ forthis parallel two valve arrangement is given by: ##EQU1## where r is theresistance through the main valve 25 and R is the resistance through thetrim valve 26. Given that R>>r, it can be seen that for a constant mainvalve resistance r, large changes in the trim valve resistance R produceminimal changes in the total resistance ρ. Thus, the inclusion of theparallel trim valve 26 allows for very precise control of fuel flow tothe can 20 without requiring overly precise control of either valve.

The change in total flow δI in response to changes in trim valveresistance δR due to changes in the setting of the trim valve 26 can becalculated as: ##EQU2## where the parameter ε is defined as the ratior/R. Since R>>r, ε is very small and the error on the order of ε² isnegligible. The response is thus of the first order in the parameter ε.Since fuel flow changes must be of the order of 1-3% to counter for theair flow fluctuations, ε must be in the range of 0.01-0.03, which meansthe the resistance R of the trim valve 26 must be about 30-100 timesgreater than the resistance r of the main valve 25. Furthermore, becausethe trim valve resistance R is so much larger than the main valveresistance r, the resulting total resistance ρ is only slightly lessthan the main valve resistance r. Therefore, failure of the trim valve26 would have a negligible effect on the baseline operation of thesystem.

FIG. 3 schematically shows a cannular gas turbine apparatus of thepresent invention. The system of FIG. 3 employs a cannular combustorhaving a plurality of individual cans 20a,20b,20c. Although FIG. 3 showsthree cans, this is only for purposes of illustration. Cannularcombustors typically have many more cans; for large gas turbine-basedpower plants, as many as eighteen cans are not uncommon.

Each one of the combustor cans 20a,20b,20c is essentially identical tothe combustion can of FIG. 2. Thus, each can 20a,20b,20c has a tubularcombustion chamber 21a,21b,21c, a premixer 22a,22b,22c, an air line23a,23b,23c and a fuel line 24a,24b,24c, respectively. A main valve25a,25b,25c is disposed in each fuel line 24a,24b,24c, respectively, tothrottle the flow of fuel into the respective premixers 22a,22b,22c. Ahigher resistance trim valve 26a,26b,26c is also disposed in each fuelline 24a,24b,24c, respectively, in parallel with the respective mainvalves 25a,25b,25c. A compressor 30 is connected to each one of the airlines 23a,23b,23c for supplying compressed air to the respectivepremixers 22a,22b,22c. Similarly, a fuel supply 32 is connected to eachone of the fuel lines 24a,24b,24c for supplying fuel to the respectivepremixers 22a,22b,22c. The combustion products from each combustionchamber 21 a,21b,21c are directed to a turbine 34 to drive the turbine34. The turbine 34 drives the compressor 30 and a generator (not shown).

A controller 36 is connected to each trim valve 26a,26b,26c forcontrolling the opening thereof in accordance with the total NO_(x)emission measured by a NO_(x) sensor 38. The NO_(x) sensor 38 feeds asignal corresponding to the total NO_(x) emission to the controller 36.The NO_(x) sensor 38 is schematically shown in FIG. 3 but is typicallylocated in the chimney of a power plant to best sense the total NO_(x)emissions. Such sensors are well known in the art and are generallyalready present in power plants to provide emissions data for compliancemonitoring by regulatory agencies.

The controller 36 optimizes the individual fuel flow rates to each canto achieve minimum NO_(x) emissions for a prescribed total fuel flow.One preferred control scheme for conducting this optimization process isbased on influence coefficient calculations. In this control scheme, thecontroller 36 first sets an initial set of baseline fuel flow rates forall of the cans. A good starting point is that the initial fuel flowrates to each can are all equal. The controller 36 then adjusts the trimvalve of a first one of the cans to perturb the fuel flow rate to thefirst can by a predetermined amount Δm. The small amount Δm is on theorder of 1-3% of the original fuel flow rate. Since the total fuel flowto all of the cans is fixed, perturbing the fuel flow rate to one canaccordingly alters the fuel flow rates to the other cans. For instance,if the initial equal fuel flow rate to each can is m_(o) and the fuelflow rate to the first can is increased by the small amount Δm, then thefuel flow rate to the first can becomes m_(o) +Δm and the fuel flow rateto the other cans becomes m_(o) -Δm/(N-1), where N is the total numberof cans.

The controller 36 monitors the changes in the total NO_(x) registered bythe sensor 38 due to the altered fuel flow rates and establishes anempirical influence coefficient for the first can. The influencecoefficient is defined as the ratio ΔNO_(x) /Δm where ΔNO_(x) is thechange in total NO_(x) output registered by the sensor 38 and Δm is thechange in the fuel flow rate to the first can. The controller 36 thenreturns the fuel flow rate to the first can to its original value, whichreturns the fuel flow rates to the other cans to their original values.The controller 36 next perturbs the fuel flow rate to a second one ofthe cans by a small amount and establishes an influence coefficient forthe second can. This is repeated for each one of the cans.

Once an influence coefficient has been established for each can,baseline fuel flow adjustments are made in the direction of negativeinfluence coefficients to establish a new set of baseline fuel flowrates. That is, the fuel flow rate to each can is either increased ordecreased depending on whether that can's influence coefficient isnegative or positive, respectively. This is shown mathematically by theequation:

    m.sub.n,i =m.sub.o,i -ƒC.sub.i                    (3)

where m_(n),i is the new fuel flow rate, m_(o),i is the original fuelflow rate, and C_(i) is the influence coefficient. The subscript idenotes the i^(th) can (where i=1, . . . N). The value ƒ is a controlconstant which assures that the change in the fuel flow rate will be onthe same order as the amount Δm which is the amount the fuel flow ratewas perturbed in determining the influence coefficient.

The process of sequentially perturbing fuel flow rates and establishinginfluence coefficients on a can-by-can basis is then repeated from thenew set of fuel flow rates, and baseline adjustments are again made inthe direction of negative influence coefficients. The over-rich cansbecome leaner and the too-lean cans become richer. This reduces NO_(x)emissions because of the exponential dependence of NO_(x) on thefuel-air ratio. The controller 36 continues to sequentially perturb fuelflow rates and make baseline adjustments in the direction of negativeinfluence coefficients until the total NO_(x) output measured by thesensor 38 is minimized. This happens when the change in total NO_(x)output per change in fuel flow rate becomes minimal. The above approachis advantageous because it requires only one NO_(x) sensor in the plantexhaust which is typically already present in the power plant. Anapproach sensing NO_(x) produced by each can is not practical becauseindividual NO_(x) sensors for each can are not feasible.

The foregoing has described a system for continual on-line trimming ofthe fuel flow rate to each can of a cannular gas turbine combustor tominimize NO_(x) emissions while assuring baseline operation in the eventof failure of one or more of the trim valves, the controller or theNO_(x) sensor. While specific embodiments of the present invention havebeen described, it will be apparent to those skilled in the art thatvarious modifications thereto can be made without departing from thespirit and scope of the invention as defined in the appended claims.

What is claimed is:
 1. A fuel control device for controlling fuel flowthrough a fuel inlet section of a combustor in a gas turbine apparatus,said fuel control device comprising:a first valve fluidly connected tosaid fuel inlet section; a second valve fluidly connected to said fuelinlet section in parallel with said first valve, said second valvehaving a flow resistance which is greater than the flow resistance ofsaid first valve; and a controller which monitors NO_(x) output fromsaid gas turbine apparatus and controls said second valve in response tothe NO_(x) output.
 2. The fuel control device of claim 1 wherein theflow resistance of said second valve is about 30-100 times greater thanthe flow resistance of said first valve.
 3. The fuel control device ofclaim 1 wherein said controller utilizes an influence coefficientcontrol scheme.
 4. A low NO_(x) cannular gas turbine apparatuscomprising:a turbine and a compressor driven by said turbine; a NO_(x)sensor positioned to sense the total level of NO_(x) emitted from saidturbine; a plurality of combustor cans connected to receive compressedair from said compressor and to exhaust combustion products to saidturbine, each can comprising a fuel inlet section, a first valve fluidlyconnected to said fuel inlet section, and a second valve fluidlyconnected to said inlet section in parallel with said first valve, saidsecond valve having a flow resistance which is greater than the flowresistance of said first valve; and a controller having an inputconnected to said NO_(x) sensor and an output connected to each one ofsaid second valves, said controller controlling the opening of saidsecond valves in response to the total level of NO_(x) emitted from saidturbine.
 5. The apparatus of claim 4 wherein the flow resistance of saidsecond valve is about 30-100 times greater than the flow resistance ofsaid first valve.
 6. The apparatus of claim 4 wherein said controllerutilizes an influence coefficient control scheme.